Aside from changing your tires, swapping brake pads is one of the easiest and most cost-effective modifications you can make to improve your car’s performance. Original-equipment pads typically emphasize minimum brake dust over high-speed stopping ability. For those with sportier driving or the occasional track outing in mind, know that manufacturer-spec pads might not be up to the job of repeatedly hauling down your car from high speeds. So this month’s “Gearbox” examines the effects of aftermarket pads on stopping distance, pedal feel, and fade resistance.

We selected the Mazda MX-5 Miata as our test platform because of its popularity in club racing and the ready availability of high-performance pads. In doing so, we discovered a likely explanation for the Miata’s popularity: excellent factory brakes. Unlike vehicles in previous brake tests, the Mazda’s stock pads endured our abuse, albeit with noticeably more wear than the aftermarket pads. In vehicles more prone to brake fade, we would expect the difference between stock and aftermarket pads to be even more pronounced.

How We Tested: Each set of front and rear brake pads was paired with a set of new discs from ­Mazda. Using dealer-supplied fluid, we bled the braking system [see “How To,” August 2011] after every change. All the pads underwent a break-in process consisting of 15 0.5-g stops from 60 mph at approximately one-mile intervals. Our procedure included a five-stop ­cycle consisting of one 0.5-g stop and four all-out ­panic stops from 100 mph. The cycle was performed nine times to gauge the pads’ fade resistance. In addition to the usual speed and deceleration data, our Racelogic VBOX III logger recorded brake-pedal travel and force information. The 100-to-0-mph distance graph is the average of the four panic stops per cycle; the force and travel graphs show the 0.5-g stop at the beginning of each cycle. It’s important to note that upgrading a ­vehicle’s brake pads doesn’t automatically result in shorter stopping distances because performance is ­ultimately limited by available tire grip.

Hawk HPSFront: $65 Rear: $63

The Hawk HPS is a street-performance padmeant as an upgrade or replacement for stock units. These pads are very street-friendly, with minimal noise and a relatively steady pedal feel. We found a measurable improvement in stopping distance for the first few cycles. But as the test wore on, the HPS pads were prone to fade. If long days of pounding around a track are on your agenda, there are better choices. (800-542-0972; www.hawkperformance.com)

Hawk HP PlusFront: $81 Rear: $78

As the most race-oriented pad in our test, we expected the HP Plus to sacrifice usability on the street. Not so. While these Hawks are a little grabby when cold and prone to the occasional squeal, both of those characteristics are tolerable during daily driving. On the racetrack, the Hawk HP Plus pads remained solid, requiring the least force to perform the 0.5-g stop, and they provided consistent braking distances even when hot.

EBC YellowstuffFront: $130 Rear: $103

Yellowstuff is a street/track pad that can be used for racing on lighter-weight cars. The EBCs’ performance remained steady as temperatures climbed with repeated stops. All three of the aftermarket pads imparted a more solid brake-pedal feel than the stock units on the street, but the EBCs struck the best compromise between pedal stiffness and easy modulation. We heard some squealing, but not enough to make us look around for piglets.
(818-362-5534; www.ebcbrakes.com)

Mazda (stock)Front: $101 Rear: $85

The Miata’s stock brakes held up without fail, a commendable feat that puts this car in the company of Corvettes and Porsches. The stock pads gave the second-softest pedal feel but still managed to return dependable braking distances. Some pads went through more than nine test cycles, so we should note that remaining pad thickness in these photos is not indicative of wear rates. That said, the stock pads were worse for wear from a purely visual standpoint.